Internal-combustion engine



Feb. 13, 1923. 1,444,778

L. s. CHADWICK INTERNAL COMBUSTION ENGINE Filed Oct 28, 1916 5sheets-sheet 1 Jim/[01 702, Z25 5 (329014 1025.

Feb. 13, 1923. 1,444,778

L. S. CHADWICK INTERNAL COMBUSTION ,ENGINE Filed Oct. 28, 1916 5sheets-sheet 2 76 20 if??? fez.

I -Mfirag I22 6. ffzifimat L. S. CHADWICK INTERNAL COMBUSTION ENGINEFeb. 13, 1923.

Filed Oct. 28, 1916 5 sheets-sheet 4 1| lrlllrlll I .Feb. 13, 1923.1,444,778

- L. s. CHADWICK INTERNAL COMBUSTION ENG INE Filed Oct. 28, 1916 5sheets-sheet.5

E"6I 11 az.

Patented Feb. 13, 1923.

UNITE STATS LEE s. CHADWICK, OF EAST CLEVELAND, 01110.

INTERNAL-COMBUSTION ENGINE.

Application filed October 28, 1916.

To all whom it may concern:

Be it known that I, LEE S. CHADWIOK, a citizen of the United States,residing at East Cleveland, in the county of Cuyahoga and State of Ohio,have invented a certain new and useful Improvement in Internal-Combustion Engines, of which the following is a full, clear, and exactdescription, reference being had to the accompanying drawings.

This invention relates to internal combustion engines, and particularlyto such as are used in automobiles; the invention having to do moreespecially with a fuel injecting mechanism for adapting engines of thischaracter to the use of kerosene or lower grades of petroleum.

in automobile engines By means of the fuel injecting mechanism of myinvention, the lower grades of fuel oils may be injected into thecylinder of a gas engine when a charge of air is compressed therein toabout the degrees usual and thoroughly atomized and mixed with the airto produce a vapor which is calculated to be as highly explosive as thevapors obtained from gasoline through the use of the usual carburetors.

The invention has for its main object the production of a fuel injectingmechanism for engines of the general type heretofore requiring the useof a highly volatile liquid fuel, such as gasoline, as their propelling-medium, and by the employement of which mechanism the engine is adaptedto the use of heavier fuel, such as kerosene, or oils of even lowerspecific gravity. I

A further object of the invention is the production of a fuel injectingmechanism by means of which a heavy fuel oil such. as kerosene and lowergrades of petroleum, is thoroughly atomized when injected into thecylinder of an explosive englne contain ng a charge of compressed'air.Another ob ect is the incorporation of a suitable deflector againstwhich the charge of fuel may be projected and further broken up for amore thorough intermingling wlth the air.

Other objects comprehended'by my 1n vention are the provision of meansfor regulating, respectively, the time and quantity of the fuelinjection simultaneously with and in proper relation to the sparkcontrol mechanism and the main throttle of the engine; to provide meansof adjustment for injecting mechanism of each of the cylin- Serial No.128,167.

ders of a. multicyclinder engine whereby the timln'g and quantity of theinjection of each may be respectively regulated independently of eachother and the injecting mechanisms of the other cylinders; to providemeans for preventing the compression within are en-' gine cylinder frombeing communicated to the fuel chambers of the injecting mechanism; andto provide a comparatively simple and highly efiicient mechanism throughwhich the foregoing objects may be attained.

In the accompanying drawings formin a part hereof, and to which I willnow refer, I have showna construction wherein the foregoing objects andothers which will become apparent as'thisdescription proceeds areattained.

Fig. 1 is a plan view'and Fig. 2 a side elevation of an engine embodyingmy invention; Fig. 3 is a transverse section of the line 33 of Fig. -1,the views being taken as looking in the direction of the arrows; Fig. 3is a development of a plunger operating cam used in the form of myinvention illustrated in Figs. 1 to 10; Fig. 4 is a section on the line4.4 of Fig. 1; Fig. 5 is a fragmentary plan view of the engine, the fuelinjecting mechanism being shown in horizontal section substantially onthe staggered line 55 of Fig. 3; Figs. 6 and 7 are details, inperspective, of the valve for controllin the amount of the injection; 8is a bottom plan view of the valve shown in Fig. 7, and of the memberwherein it has its seat; Fig. 9 is a perspective -view of the timingvalve element, and shows the injector plunger associated therewith; Fig.10 is a. similar view of a recoverin the plunger; Fig. 11 is a sectionaview of a modified form of my injecting mechanism; Fig. 11 is adevelopment of the plunger operating cam employed therein; and Fig. 12is a section on the line 1212-of'Fig. 11.

The cylinder casing of the engine is represented at 1 as surmounting thecrank case 2 substantially central within which is supported the crankshaft 3, the cranks 4 whereof are connected, through the pitmen 5, withthe pistons 6. The engine wherein I have elected to show my inventionincorporated is of the so called T head style, each cylinder having anoffset 7 on one side, and an offset 8 on the other, the former havingcommunication with the inlet manifold 10, through a port 11, and, thelatter with the outlet manifold 12, through a port 13. An inlet valvecam for v 15 of the poppet variety controls the inlet of air from theport. 11 to the offset 7, and an outlet valve 16 of a similar stylecontrols the outlet of burnt gases from the offset 8 to the port 13. Theupper portion of the cylinder of the engine is surrounded by the usualwater jacket. 17, and an opening through the head of the cylinder abovethe exhaust valve 16 is adapted to be closed by a plug 18, and

a plug 19, which closes a corresponding opening on the opposite side ofthe cylinder head above the inlet valve 15 carries a spark plug 20. Thestems of the valves 15 and 16 are guided within sleeves 22, shown ascast integral with the cylinder casing and the lower ends of the stems,where they project into the crank case through bushings 23 containedwithin openings 24, are provided with rollers 25, for cooperation withcams 26 carried by the cam shafts 27. All of this is substantially inaccordance with the usual construction of engines of this class,a nd itwill be ;understood, furthermore, that the cam shafts are driven throughthe usual train of gearing from;the crank shaft 3. The valves arenormally held against their seats by springs 28, compressed betweencollars 29 that are pinned to their stems, and opposed portion ofthe.engine casing.

A magneto 30 is shown as supported upon a shelf 31 which projects fromthe right hand side of the crank case (looking for- Ward), and thetiming lever 32- thereof is shown as connected, through link 33, bellcrank 34, and link 35, with a crank arm 36 secured to the lower end of aspindle (not shown) which extends upward through the steering column 38.This also is in accordance with the usual practice, as is the employmentof a cam 40, carried by a sleeve 41. extending upward through thesteering column, for elevating the rod 42, against the tension of aspring 43, to rock, through an arm 44, a shaft 45 wherewith the arm isconnected, and which is j'ournaled in a bracket 46 secured to a cornerof the crank case. A second arm 47, which is secured to the shaft 45 hasits free end connected through a link 48 with the operating arm 49 of anair throttle 50 which is shown in the form of a butterfly valve that ispivoted transversely the intake end of the air inlet manifold 10.

A flat finished surface extends longitudinally of the top of thecylinders, and an opening 55 is formed within the top of each. cylinder.The body member 56 of my injecting mechanism extends substantially thefull length of the top of the.cylinders and is shown as provided with aflange 57 having apertures for the reception of studs 58 which arecarried by the cylinders and which receive, above'the flange 57, nuts59, a gasket 60 of suitable material being interposed between the flangeand the pad of the engine extensions 63 and extends downward into ,65."'A chamber 66 is formed in each of the v the body member slightly belowthe hori; i

zontal center of the semi-cylindrical portion 64, and in the reglon ofeach of these chan1 bers, the said portion 64 is cored out to produce alateral extension 67 of such chamber wherein an angle gear 70 reposesand is secured to the shaft 65. At both ends of the body member, theportion 64 is provided with bushings 71 wherein the ends of the shaft 65are journaled. A bore 72 extends downward from each chamber 66, and atits lower end is reduced indiameter. A bushing 73 is fitted into theupper end of the bore 72, and within this bushing, and the lower reducedend of the bore 72, is journaled the tubular timing valve element 75.This valve element is provided with an angle gear 76 at its upper endwhich meshes with one of the former angle gear 65, and it has a centrallongitudinal bore or fuel w ell. extending to within a short distance ofits lower end. The bore or fuel well of the timing valve element isadapted to communicate, through openings 77, with what 1 shall term afuel chamber that is formed by the lower portion of the bore 72 beneaththe bushing 73. A fuel supply passageway 78 extends longitudinallythrough the body member 56 and opens into the side of each of the fuelchambers, and fuel is supplied to the passageway through a tube 79 whichhas connection with said passageway at one end. A

port of comparatively small diameter leads diagonally through the endwall of the Valve element 75 and is adaptedto register, when saidelement is in agiven angular position,

with a fuel injection port 80 of preferably yet smaller diameter, whichextends through the end of the projection 62 of the body member the sameopening through the inclined wall of the seat 82 of a tapered valve 83thestem 84 whereof extends upward through an inclined borew85, formed inthe side of the body member. The stem 84 projects some distance abovethe body member, and its upper end has pinned to it the hub of asegment-88 beneath which the inner end of an arm 89 is loosely mountedupon-the stem, the arm!" having threaded when screwed down tight. Thevalve 83 -is held against its seat by a compression spring 93 whichsurrounds the exposed portion of the stem 84 and is confined between thearm 89 and the opposed portion of the- Figs. 7 and 8 it will be seenthat one side of the valve 83 is cut away gradually inward from itsperiphery to a depth sufficientlyto uncover the port 80, when thedeepest part of such cutaway-portion is adjacent the port. Therefore,the effective area of the port may be altered by turning the valve tocover the port more or less. v

The lower portion of a rod or plunger 95 occupies the bore or fuel Wellof the valve element 73, while its upper portion is guided within atubular extension 96 of the cap 97 v which .closes the upper end of thechamber 66. Just above the gear 76 which constitutes the upper end ofthe .valve element 7 5 the plunger 95 has pinned to it an abutmentmember 98 that extends out over a cam 99 carried by and preferablyformed integral wit-h'the gear 76. It will be observed, par ticularlyfrom Fig. 9, that the cam gradually rises from the plane of the gearupward until it reaches a high point at substantially 180 from itsstart, and then recedes somewhat until it terminates in an abrupt dropto the elevation of its beginning.

Surrounding the gear and resting upon the bottom of the chamber 66 isacylindrical member which I shall term a recovering element 100. Therecovering element is shown in perspective in Fig. 10, and at one sideis cut abruptly downward equal to or below the elevation of the uppersurface" of the gear 7 6 (when the parts are assembled as shown in Fig.3), and from this depth the edge of the cut away portion rises graduallyto the original height of the member. This forms a cam portion 101 whichmay be referred to as the recovering cam. Opposite the cam, the memberis Qlt away at 102 to permit the gear to project through said member andmesh with the gear 76. The

recovering element may be adjusted angu threads 107, formed in the sideof the re-.

covering element. A groove about the screw near its outer end receivedthe end of a retaining screw or pm 108 which may be inserted downwardfrom ,the top and through the body member into the groove. By reason ofthis construction, the recovering ele* ment may be rotated slightlywithin the chamber by the operation of the screw. The abutment member 98extends out over the cam 99 and into the notch of the recoveringelement, the recovering element rising a material distance above the camso that k the latter is unable to elevate the abutment member above thetop of the former. A

heavy spring 110 is compressed between a dished washer 111 thatsurrounds the plunger 95 and bears'upon the hub of theabutment member98, and the opposed portion of the cover'97, and acts to depress theplunger. In the normal running of the engine, the gear 7 6 is driven ina direction to cause th lower end of the cam 99 to engage beneath theabutment 98 and elevate the abutment together with the plunger graduallyas the cam continues to rotate until the high point of the cam isreached. It will be remembered that the abutment member 98 is pinned tothe plunger, and it may be explained that both are free to rotate butfor the engagement of the end of the abutment member with the verticalwall of the notch in the recovering element 100, it being noted that thecam 99 is inclined in the opposite direction to the recovering cam 101.Connormal conditions, is reciprocated along the vertical side of thenotch of the recovering a element as the cam continues to rotate; andshould the operation of the engine be reversed .by reason of back firing(an action well known to those familiar with this subject), the abruptor vertical end of the cam 99 would engage the abutment 98 and push itup the recovering cam 101 until said cam elevates it above the plane ofthe cam 99. Therefore, no harm can result from the backward rotation ofthe cam 99.

"'From the description thus far it will be seen that, as the shaft 65 isrotated (by means hereinafter to be described) the gears 76 of the valveelements 75, and consequently the cams 99, will be continuously rotatedto effect the reciprocation of the plunger 95 and also to bring theports 79 of the valve elements into registration with the fuel injectionports 80. The parts are so designed and proportioned that the ports 79will register with the ports 80 as nearly as practicable to the instantthe abutments 98 drop from the vertical ends of the cams 99, in "orderthat the charge of fuel oil which has gravitated into the bottom of thebore or fuel well of the valve element 7 5 will be forced through theports 79 and 80 by the action of the spring 110. This being acomparatively stifl? spring and the area of the plunger relativelysmall, the fuel will be injected into the cylinder (if the engine at'anektremely high pressure and correspondingly high velocity. It willbeseen from this that no difficulty will be experienced in injecting thecharge into the cylinder, notwithstanding the fact that the air withinthe cylinder is compressed to the usual, or even somewhat greater thanthe usual degree. With the conditions just set forth in mind, thepurpose of the drop which occurs beyond the high point of the cam 99will be plunger 99 a sufficient distance to uncover the fuel inletopenings 77. It will also be recalled that by the time the end of thecam rides from beneath the abutment to allow the descent of the plunger,the ports 79 and 80 have come into register. Therefore, between the timethe abutment passes over the high point of the cam and the time it dropsfrom the end of the cam, there is an interval when the plunger isallowed to recede sufliciently to cover .the fuel inlet openings 77.This is done to nrevent the fuel within the fuel well or bore of thevalve element 75 from being forced backinto the fuel chamber orpassageway by the compressed charge within the cylinder of the engineshould the ports79 and 80 come into register slightly before the releaseof the plunger. In other words, it takes care of a situation which wouldotherwise have to be taken care of by so fine" an adjustment orproportioning of parts that it might prove impractical.

At about its longitudinal center, the shaft has secured to it an anglegear 115 which meshes with a similar gear 116 that is pinned to theupper end of a vertical shaft 117 which extends downward th'rough asuitable bore in the engine casing and into the crank case injuxtaposition to one of the cam shafts 27. Here the shaft 117 hassecured to-it an angle gear 118 which is driven by a similar gear 119that is secured to the cam shaft. Thus a convenient drive is providedfor the shaft 65.

The gear 115 is splinedto the shaft 65 so that the shaft is capable of aslight longitudinal movement without affecting the gear and the chamberswhich contain the ears are enough longer than the gears to allow them toshift lengthwise of the chamber. A collar 120 is secured to the forwardend of the shaft 65 and opposed trunnions 121 thereof extend throughslots in the branches of the forked upper end of an arm 122 that issecured to a shaft 123, journaled within brackets 124 on the crank caseof the engine. As will appear clearly from Fig. 1, the shaft 123projects beyond the right hand side of the cylinders of the enine whereit has secured to it an arm 125 that has its free endconnected by a link126 to an extension of the timer 32 of the magneto 30.

By reason of this connection between the timer. and the shaft 65,theshaft will be reciprocated when the timer is adjusted, thereby to shiftthe gears 70 bodily endwlse and change the angular position of the valvev elements within their respective bores. This will result in an advanceor in a retardation of the registering of the ports 79 and (according tothe direction of movement-of the shaft) which will be in unison with thecorresponding adjustments of the spark for it will be understood thatthe injection and ignition of the charge must be substantiallysimultaneous, or at least, bear a constant relation.

I have already explained how the quantity of the injection may bealtered by the adjustment of the valve 80 through the arms 89. The outerends of the arms 89 are pivoted to a link 130 which has its rear endsimilarly connected to one arm of a bell crank 131 that is fulcrumedupon a stud 132, carried by a bracket 133 which projects from thecylinder casing of the engine. The opposite arm of the bell crank isconnected, through a link 134, with an arm 13 5, fastened to the shaft45 previously referred to in connection with the throttle adjustment.

. Therefore, as the throttle 50 is adjusted to cylinder.

Although it is not considered essential to a thorough atomizing of thefuel, a deflector 140, may, if desired, be located upon the upper end ofeach piston against which the charge is projected, the deflector beingof such shape as to accomplish a thorough distribution of the chargethroughoutthe head of the cylinder and the offsets 7 and 8 thereof, andserving also to further break up the atoms of fuel.

I have already explained one way of preventing the fuel within the fuelwell of the injecting mechanism from being expelled by the compressedcharge of air within the cylinder, should the well and cylinder bethrown into communication before the plunger is forced downward toinject the charge; and I will now describe, a modification of myinvention, illustrated in Figs. 11, 11 and 12, wherein the same end isattained in a different but very satisfactory way.

The majority of the parts of the mechanism shown in Fig. 11 areidentical with 120 7 tion the bushing contained within the reduced lowerend of the chamber 66 is shown at 150, the same being provided with anaperture 151 which opens into the fuel passageway 78 of the body member.The upper end of the bushing is shown asprovided with a flange 152 whichis contained within a rabbetted' seat in the body member, and thebushing may be held from turning within the chamber by any suitablemeans, The bushing terminates a sufficient distance from the lower endof the chamber to provide a fuel reservoir 155 that is in constantcommunication with the bore or fuelwell of the valve element 156,through the inlet openings 157. A groove 158, along one side of thevalve element, is long enough to establish communication between thefuel passageway 7 8 and the reservoir 155 'when the groove is inregister with the aperture 151 of the bushing. The outlet port of thevalve element is shown at 160, and it will be observed that this port,the fuel injection port 80, of'the body member 56, the groove 158 andthe aperture 151 are so arranged with respect to each other that theports160 and 80 can not register except when the groove 150 is out ofregister with the aperture 151. Therefore, the communication of .acompressed charge within the cylinder to the fuel supply passageway 78is rendered impossible. This arrangement obviates the need of closingthe inletports of the fuel well by an initial and partial descent of theplunger, and for this reason the cam 161 of the valve element, whichretracts the plunger, may gradually and continually rise from beginningto end, as clearly revealed by the diagrammatic development of the camshown in Fig. 11.

Attention is called to the fact that the valve for varying the capacityor effective area of the fuel injection port is'located at the outletend of the port or within the engine cylinder. This is of considerableimportance from a practical standpoint for it presents fuel being leftin the port, to poison or over-enrich a subsequent charge. The presenceof a superfluous quantity of fuel in the cylinder which would result inthe absence of the foregoing arrangement would be particularlynoticeable when endea-voring to change the speed of the engine from highto low.

, While I have illustrated the fuel injecting mechanism of my inventionas embodied within an element separate from and adapted for attachmentto the cylinders of an engine, it will be understood that the same htconstitute a more integral part of the engine, the portion which I havereferred to as the body member of the mechanism in such a case beingcast with the engine cylinder casing. Also in the annexed claims where Ihave defined the mechanism as a part of an engine, such claims will beunderstood to cover the combination recited thereby either as anintegral part of the engine structure or an attachment which may beapplied to the engine.

Having thus described my invention, what I claim is 1. An internalcombustion engine. comprising a cylinder casing having a fuel inject-ionport and a fuel well wherewith the cylinder is adapted to communicatethrough said port, there being a fuel inlet for the well that is spacedfrom the injection port, a plunger reciprocable within the Well, meanstending to impel the plunger in a direction to force fuel from the wellthrough the injection port and mechanism for retracting the plungerbeyond the fuel inlet and then 'returning it sufliciently to close theinlet during the compression stroke of the engine piston, said mechanismthereafter acting to release the plunger to force fuel thereby to submitit to the action of the aforesaid impelling ,means.

2. An internal combustion engine comprising a cylinder casing having achamber and a fuel injection portthrough which said chamber communicateswith the interior of the cylinder, a valve element movable within thechamber and having a fuel well and a port leading therefrom, means formoving the valve element to bring its port into register with the fuelinjection port, a plunger reciprocable within the Well of the valveelement, said valve element having a fuel inlet that is spaced from itsaforesaid port, means tending to impel the plunger in a direction toforce fuel through the said ports when the ports are in register, andmeans for retracting the plunger beyond th'einlet thereby to supply thewell with fuel and for returning it suflicie-ntly to close said inlet,said means functioning to release the plunger when the ports are inregister.-

3. An internal combustion engine comprising a cylinder casing having achamber and a fuel injection port through which said chambercommunicates with the interior of the cylinder, a valve element movablewithin the chamber and having a fuel well and a port leading therefrom,means for moving the valve element to bring its port into register withthe fuel injection port, a plunger reciprocable within the well of thevalve element said valve element having a; fuel inlet that is spacedfrom its aforesaid port, and means for retracting the plunger beyond theinlet thereby to supply the well with fuel and for returning itsufiiciently to close said inlet, said means-thereafter acting to impelthe plunger in a direction to force the fuel from the well through theaforesaid ports when the ports are in reg- 1.

ister.

An internal combustion engine comprising a cylinder casing having achamber, a valve element rotatable within said Chan her, the chamberhaving a cylindrical portion within which a correspondingly shapedportion of the valve element bears and rotates, the cylinder casinghaving a port which leads from such portion of the chamber to theinterior of the cylinder, the valve element having a bore and a portleading therefrom through its wall for register with the aforesaid port,means for rotating the valve element, a plunger reciprocab-le within thebore of the valve element, means tending to impel the plunger in adirection to force fuel from the bore through the aforesaid ports whenthe ports are in register, a cam carried by the valve element, anabutment carried by the plunger wherewith the cam is adapted to engage,and means for retaining the plunger against rotation in the direction ofrotation of the cam, said cam bemg so shaped as to retract the plungerwhen the aforesaid ports are out of register and to release the samewhen the ports are in register, the valve element having a fuelinletport that is adapted to be uncovered by the plunger when the same isretracted.

5. An internal combustion engine com-' prising a cylinder casing havinga chamber, a valve element rotatable within said chamber, said valveelement having a bore and a port, and the cylinder casing having a fuelinjection port wherewith the former port is adapted to register, thevalve element and chamber havin engaging bearing surfaces in the zone ofthe ports whereby the fuel injection port is maintained closed exceptwhen in register with the port of the valve element, the valve'elementhaving also a fuel inlet opening that is spaced from its aforesaid port,the cylinder casing having a fuel passageway through which fuel may beconducted to said fuel inlet opening, a plunger reciprocable within thebore of the valve element, means tending to impel the plunger in adirection to force fuel from the bore through the ports when said portsare in register, a cam carried by the valve element, an abutment carriedby the plunger wherewith said canfisadapted to engage, means forretaining the plunger against rotation in the normal direction ofmovement of the cam, said means acting to retract the plunger upon areverse movement. of the v0am, and operative connections between thevalve element and the crank shaftof the engine whereby theformer isdriven in a given time and direction relation thereto.

6. An internal combustion engine comprising a cylinder casing having achamber, a valve element rotatable within said chamber, said valveelement having abore and a port, and the cylinder casing having a fuelinjection port wherewith the former port is "adapted to register, thevalve element and chamber having engaging bearing surfaces in the zoneof the port whereby the fuel injection port is maintained closed exceptwhen in register with the port of the valve element, the valve elementhaving also a fuel inlet opening that is spaced from its,

cam, said means acting to retract the plunger upon a reverse movement ofthe cam, operative connections between the valve element and the crankshaft of the engine whereby the same is driven in a given time anddirection relation thereto, and means whereby the valve element may beadjusted angularly of the chamber.

7. An internal combustion engine comprising a cylinder casing having achamber and a port through which said chamber communicates with theinterior of the cylinder, a valve element rotatable within said chamberand having a bore and a port leading therefrom through the wall of theelement, said port being adapted to register with the former port, thevalve element and chamber having bearing surfaces in the region of theports whereby the former port is retained closed except when in registerwith the latter port, the valve element having a fuel inlet openingspaced from its port, and the cylinder casing a fuel passageway forconveying fuel to said inlet opening, a plunger reciprocable within thebore of the valve element, meanstending to impel the plunger in adirection to force fuel from the bore of the element through theaforesaid ports when the ports are in register, a cam carried by thevalve element, an abutment carried by the plunger. for cooperation withsaid cam, the cam being shaped to retract said plunger when it engagesthe aforesaid abutment a sufficient distance to uncover the inletopening of the valve element and then ment and the crank shaft of theengine whereby the former may be driven at a given time and directionrelation thereto.

8. An internal combustion engine comprising a cylinder casing having achamber and a port through which said chamber communicates with theinterior of the cylinder, a valve element rotatable within. said chamberand having a bore and a port"1lead-' ing therefrom through the wall ofthe ele ment, said port being adapted to register with the formerpo'rt,; t he valve" element and chamber having bearing surfaces in thezone of the ports whereby the former port is retained closed except whenin register with the latter port, the valve element having a fuel inletopenin spaced from its port,and the cylinder casing a. fuel passagewayfor conveying fuel to said inlet openin a plunger reciprocable' withinthe bore 0 the valve element, means tending to impel the plunger in adirection to force fuel from the bore through the aforesaid ports whenthey are in register, a cam carried by the valve element, an abutmentcarried by the plunger for cooperation with said cam, the cam beingshaped to retract said plunger when it engages the aforesaid abutment asufiicient distance to uncover the inlet opening of the valve elementand then return the same to cover such opening, subsequently withdrawingfrom the abutment to release the plunger,- means engaged by thea-butmentfor preventing the rotation of the plunger in the direction of .normalmovement of the cam and acting to retract said plunger if rotated by thecam when moving in the opposite direction, a device for adjusting theaforesaid means angularly with respect to the plunger whereby the timeof its release by the cam may be varied, a shaft slidably supportedadjacent the valve element, an angle gear secu red thereto, the valveelement having a corresponding gear which meshes with the former gear,driving connections between said shaft and the crank shaft of the enginewhereby the former is driven at a given time and direction relationthereto, and means whereby the shaft may be adjusted longitudinally andthe valve element angularly within the chamber to vary the time ofregistering of the afore-.

said ports.

9. In an internal combustion engine, the combination of a fuel injectingmechanism comprising a body having a port through which fuel may beinjected into the cylinder of the engine, said body having a valve seatthrough which the port opens into the cylinder, rotaryvalve forcooperation with said seat, said valve being" cut away on one sidegradually inward from its periphery to an extent suflicient to uncoverthe aforesaid port, and means whereby the valve may be rotated to alterthe effective area of the port.

10. In an internal combustion engine, the

combination of a fuel injecting mechanism comprising a body having aport through which fuel may be injected into the cylinder of the engine,said body having a valve seat through which the port opens into thecylinder, arotary valve for cooperation with said seat, said valve beingcut away on one side gradually inward from its periphery to an extentsufficient to uncover the aforesaid port, the body portion having a borein.

axial alignment with the valve seat and the valve a stem extendingoutward through said bore and beyond the outer end thereof, and a devicehaving operative connection with the outer end of thestem for rotatingthe valve.

11. A fuel injecting mechanism for internal combustion enginescomprising a body having a port through which fuel may be injected intothe cylinder of the engine, said fuel injection port opening directlyinto the.

cylinder, a' member situated within the cyllinder in constant contactwith the wall through which the port opens and adapted to overlap theport to a greater or less extent, according to the adjustment of saidmember, for varying the capacity of the port thereby to regulate thequantity of injected fuel, and means situated exteriorly of the cylinderfor adjusting the said member. v

13. An internal combustion engine comprising a plurality of cylindershaving each a fuelinjection port, means located at the outlet end ofeach port for varying the capacity thereof, connections between themeans of the various ports whereby said means may be adjusted in unison,and mechanism for adjusting the means of each port independently of themeans of the others.

14. An internal combustion engine comprisinga' cylinder casing having afuel injection port, there being a well in communication with said port,a plunger within said well, a spring for impelling said plunger inoperating normally in a given direction to retractjj jsaid plungeragainst the tension of the aforesaid spring and to instantaneouslyrelease the same, and means for retracting the plunger'should the'cammove in the opposite direction.

15. An internal combustion engine comprising a cylinder casing having afuel injection port, there being a well in communication with said port,a plunger within said well, a spring for impelling the plunger in adirection to create a pressure within the well thereby to force fuelthrough the aforesaid port into the engine cylinder, a cam normallymovable in a given direction to retract said plunger against the tensionof the aforesaid spring and instantaneouslv release the same, and asecond cam opposed to the first for retracting the plunger upon areversed movement of the former cam.

16. An internal combustion engine comprising a cylinder casing having afuel injectionport, there being a well in communication with said port,a plunger within said Well, a spring for impelling said plunger in adirection to create a pressure within the well thereby to force fuelthrough the aforesaid port into the cylinder of the engine, a camengaging element carried by said plunger, a cam for engagement with saidele ment and normally movable in a given direction, said cam having anabrupt drop at one end whereby the plunger is instantaneously releasedupon the withdrawal of the cam from the aforesaid element, and a secondcam opposed to the first cam and having an abrupt portion against whichthe aforesaid element normally engages, said second cam acting toretract the plunger to the maximum elevation of the former cam when thedirection of said former cam is reversed.

17. An internal combustion engine comprising a cylinder casing having acylindrical valve chamber, a fuel injection port leading therefrom intothe engine cylinder, and a fuel supply port opening into said chaniher;avalve element fitting within said chamber and having a bore, a portleading from the bore and adapted to register with the fuel injectionport, and a passageway through which the supply port is adapted tocommunicate with the bore of the element when its respective port is outof register with the fuel injection port; means for rotaing said elementto successively bring its port and passageway respectively into registerwith the fuel injection port and fuel supply port; a plungerreciprocable within the bore of the valve element; and means forimpelling the plunger in a direction to force fuel through the port ofthe elemert and the fuel injection port when said ports are in register.

In testimony whereof, I hereunto aflix my signature in the presence oftwo Witnesses.

LEE S. CHADWICK.

Witnesses:

W. E. SHEPPARD, J. C. WALLACE.

